Vehicle component mounting structure

ABSTRACT

A vehicle component mounting arrangement comprises a vehicle body member, a motor, an inverter and an air conditioning compressor. The motor serves as a drive source. The motor has a motor housing that is elastically supported with respect to the vehicle body member inside a motor room. The inverter is electrically connected to the motor to supply a drive current to the motor. The inverter is vertically arranged above the motor inside the motor room such that a vertical space exists directly between the inverter and the motor in a vertical direction of the vehicle. The air conditioning compressor serves to compress a refrigerant. The air conditioning compressor is attached to the motor housing, and is arranged inside the vertical space between the inverter and the motor.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a U.S. National stage of International ApplicationNo. PCT/IB2010/000802, filed Apr. 10, 2010, which claims priority toJapanese Patent Application Nos. 2009-098779, filed on Apr. 15, 2009 and2009-168965, filed on Jul. 17, 2009. The entire disclosures of JapanesePatent Application Nos. 2009-098779 and 2009-168965 are herebyincorporated herein by reference.

BACKGROUND

1. Field of the Invention

The present invention relates to a component mounting structure for anelectric vehicle. More particularly, the present invention relates to avehicle component mounting arrangement mounting for an air conditioningcompressor.

2. Background Information

Electric vehicles often include an electric motor, an inverter, aconverter and a compressor that are mounted in a motor room. One exampleof such an electric vehicle is disclosed in Japanese Laid-Open PatentPublication No. 8-310252. In the mounting arrangement of thispublication, the converter and the inverter are vertically stacked abovethe motor in the motor room with the compressor being supported on thesame component mounting frame member that supports the converter and theinverter. When a compressor is supported on a vehicle body, ananti-vibration structure is normally provided between the compressor andthe vehicle body in order to prevented vibrations generated by thecompressor when it runs from being transmitted to the vehicle body.

SUMMARY

It has been discovered that in the conventional structure presented inJapanese Laid-Open Patent Publication No. 8-310252, the compressor ismounted to the vehicle and an anti-vibration structure is required toprevent vibrations from reaching the vehicle body when the compressor isdriven. The need for the anti-vibration structure increases the cost.

In view of this above mentioned cost issue, one object is to provide avehicle component mounting arrangement that does not require ananti-vibration structure for a compressor and has fewer parts.

In order to achieve the aforementioned object, a vehicle componentmounting arrangement comprises a vehicle body member, a motor, aninverter and an air conditioning compressor. The motor serves as a drivesource. The motor has a motor housing that is elastically supported withrespect to the vehicle body member inside a motor room. The inverter iselectrically connected to the motor to supply a drive current to themotor. The inverter is vertically arranged above the motor inside themotor room such that a vertical space exists directly between theinverter and the motor in a vertical direction of the vehicle. The airconditioning compressor serves to compress a refrigerant. The airconditioning compressor is attached to the motor housing, and isarranged inside the vertical space between the inverter and the motor.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure:

FIG. 1 is a full side elevational view of main parts of an electricvehicle component mounting arrangement for an electric vehicle inaccordance with a first embodiment;

FIG. 2 is a full top plan view of the main parts of the electric vehiclecomponent mounting arrangement illustrated in FIG. 1 in accordance withthe first embodiment;

FIG. 3 is a top, front, left side perspective view of the arrangement ofthe main constituent features inside the motor room of the electricvehicle component mounting arrangement in accordance with the firstembodiment;

FIG. 4 is a top, front side perspective view of the arrangement of themain constituent features inside the motor room of the electric vehiclecomponent mounting arrangement in accordance with the first embodiment;

FIG. 5 is a top, front, left side perspective view of the arrangement ofthe main constituent features inside the motor room of the electricvehicle component mounting arrangement in accordance with the firstembodiment;

FIG. 6 is a longitudinal cross sectional view of the arrangement of themain constituent features inside the motor room of the electric vehiclecomponent mounting arrangement in accordance with the first embodiment;

FIG. 7 is a top, front, left side perspective view of the componentmounting frame member used in the electric vehicle component mountingarrangement in accordance with the first embodiment;

FIG. 8 is a top plan view of the arrangement of the main constituentfeatures inside the motor room of the electric vehicle componentmounting arrangement in accordance with the first embodiment;

FIG. 9 is a top, rear, right side perspective view of the converter, theinverter and the wiring structure of the electric vehicle componentmounting arrangement in accordance with the first embodiment;

FIG. 10 is a front elevational view of the arrangement of the mainconstituent features inside the motor room of the electric vehiclecomponent mounting arrangement in accordance with the first embodiment;

FIG. 11 is a left side elevational view of the arrangement of the mainconstituent features inside the motor room of the electric vehiclecomponent mounting arrangement in accordance with the first embodiment;

FIG. 12 is a top, front, left side perspective view of the wiringconnected to the converter of the electric vehicle component mountingarrangement in accordance with the first embodiment;

FIG. 13 is a top, left side perspective view of the arrangement of themain constituent features in the motor room of the electric vehiclecomponent mounting arrangement in accordance with the first embodiment;

FIG. 14 is a top, front, right side perspective view of the electricvehicle component mounting arrangement with the compressor mounted tothe motor unit housing in accordance with the first embodiment; and

FIG. 15 is a front, left side perspective view of the arrangement of themain constituent features in the motor room of the electric vehiclecomponent mounting arrangement in accordance with the first embodiment.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings. It will be apparent to those skilled in the art from thisdisclosure that the following descriptions of the embodiments areprovided for illustration only and not for the purpose of limiting theinvention as defined by the appended claims and their equivalents.

Referring initially to FIGS. 1 and 2, a portion of an electric vehicleis illustrated with an electric vehicle component mounting arrangementin accordance with a first embodiment. FIG. 1 is a side elevational viewof main parts of the electric vehicle component mounting arrangement inaccordance with the first embodiment. FIG. 2 is a top plan view of themain parts of the electric vehicle component mounting arrangement inaccordance with the first embodiment. In the figures, an arrow FRindicates a frontward direction of the vehicle, an arrow UP indicates anupward direction of the vehicle, and an arrow L indicates a leftwarddirection of the vehicle.

As used herein to describe the embodiment(s), the following directionalterms “forward”, “rearward”, “above”, “downward”, “vertical”,“horizontal”, “below” and “transverse” as well as any other similardirectional terms refer to those directions of a vehicle on flat, levelground and equipped with the electric vehicle component mountingarrangement. Accordingly, these terms, as utilized to describe thepresent invention should be interpreted relative to a vehicle equippedwith the electric vehicle component mounting arrangement on flat, levelground.

An overview of the electric vehicle component mounting arrangement inaccordance with the first embodiment will now be explained withreference to FIGS. 1 and 2. As shown in FIGS. 1 and 2, the vehicle isequipped with a motor unit 10, a drive power supply battery 20, acharger 30, a converter 40, an inverter 50, a pair of charging ports 60and an air conditioning compressor 80. Generally, the electric vehiclecomponent mounting arrangement includes the motor unit 10, the inverter50 and the converter 40, which are arranged in a motor room ER. Themotor unit 10 serves as a drive source. The inverter 50 supplies a drivecurrent to the motor unit 10. The compressor 80 compresses a refrigerantof an onboard air conditioning system.

As shown in FIG. 3, the inverter 50 is arranged above the motor unit 10in a vertical direction of a vehicle such that a vertical space 250exists directly in-between the inverter 50 and the motor unit 10. Thecompressor 80 is also arranged inside the space 250. Also the inverter50 is positioned horizontally outward with respect to the converter 40in a longitudinal direction of the vehicle. In other words, the inverter50 extends in the longitudinal vehicle direction from the converter 40in a cantilever arrangement. The converter 40 extends in a verticaldirection of the vehicle such that a portion of the converter 40overlaps with the space 250 existing between the inverter 50 and themotor unit 10 as viewed in the longitudinal vehicle direction. Acharging port 60 is provided in a position located horizontally outwardwith respect to the inverter 50 in a longitudinal direction of thevehicle and electrically connected to the converter 40 by a harness 103arranged in the space 250.

As shown in FIGS. 5 and 6, the motor unit 10, the converter 40 and theinverter 50 are arranged in a motor room ER that is provided in afrontward portion of the vehicle. The motor unit 10 mainly includes amotor unit housing 11 (shown in FIG. 3) that houses a motor M (see FIG.6) and a gear mechanism (not shown). The compressor 80 is attached tothe motor housing 11. The motor M serves as a drive source that rotatesthe gear mechanism. The gear mechanism is configured to reduce arotational speed of the motor M and transfer the rotation of the motor Mto left and right axles 12 (see FIG. 5). The motor M can also be used asa generator in addition to serving as a drive source for driving thevehicle.

The drive power supply battery 20 is arranged under a floor of apassenger cabin RM of the vehicle (see FIGS. 5 and 6). The drive powersupply battery 20 includes a secondary battery, a control circuit and acooling device. The secondary battery constitutes a battery module. Thecontrol circuit controls charging and discharging of the battery module.In this embodiment the secondary battery is a lithium ion battery, butit is also acceptable to use a nickel cadmium battery, a nickel hydrogenbattery, or other rechargeable battery.

The charger 30 is a device that coverts alternating current suppliedfrom an external AC power source, e.g., a household power outlet, intodirect current for charging the drive power supply battery 20. Thecharger 30 is arranged inside a trunk room (not shown) located rearwardof the passenger cabin RM (see FIGS. 5 and 6) and connected to both thedrive power supply battery 20 and the charging ports 60.

In the illustrated embodiment, the converter 40 is a DC/DC converter.The converter 40 serves to step up the voltage of a current suppliedfrom the drive power supply battery 20. The converter 40 delivers thestepped up current to the inverter 50 when the motor M is operated as adrive motor. Meanwhile, the converter steps down the voltage of acurrent supplied from the inverter 50 and supplies the stepped downcurrent to the drive power supply battery 20 when the motor M isoperated as a generator.

Switching of the inverter 50 is controlled by PWM control such that theinverter 50 converters a direct current supplied from the converter 40into a three-phase alternating current and feeds the alternating currentto the motor M when the motor M is operated as a drive motor. Meanwhile,the inverter 50 is controlled such that it converts a three-phasealternating current supplied from the motor M into a direct current andfeeds the direct current to the converter 40 when the motor M isoperated as a generator.

As shown in FIG. 4, the charging ports 60 are arranged on a frontportion of the vehicle in a position located above a front bumper 20 andsubstantially midway along a widthwise direction of the vehicle. Thecharging ports 60 include a high-speed charging port 61 and a householdcharging port 62. These ports are opened and closed by a lid not shownin the figures. The high-speed charging port 61 is used for connectingto a high-speed charger, i.e., and external high-voltage DC power source(not shown). The high-speed charging port 61 is connected to theconverter 40 with a high-voltage DC charging harness 103. The householdcharging port 62 is used to connect to an external AC power source,e.g., a household outlet supplying 100 to 200 volts. The householdcharging port 62 is connected to the charger 30 with an AC chargingharness 101.

Referring now to FIGS. 5 and 6, the body structure of a frontwardportion of the vehicle body will now be briefly explained. FIG. 5 showsa structure of a frontward portion of a vehicle body 200 having a motorroom ER arranged in front of the passenger cabin RM. The motor room ERand the passenger cabin RM are separated by a dash lower panel 210 asshown in FIG. 6. A cowl top panel 211 is welded to an upper portion ofthe dash lower panel 210. An extension cowl top panel 212 is fastened tothe dash lower panel 210. An upper side of the motor room ER is coveredwith a hold panel 220. As shown in FIG. 5, side members 231 and 232 arearranged on left and right sides of the motor room ER. The side members231 and 232 extend in the longitudinal direction of the vehicle. Afender panel 233 or 234 is provided integrally on an outward side ofeach of the side members 231 and 232.

A support structure supporting the motor unit 10, the converter 40 andthe inverter 50 will now be explained. The motor unit 10 is supported onthe vehicle body 200 in an elastic fashion through a suspension member70. The converter 40 and inverter 50 are fixed to the vehicle body 200through a component mounting frame member 240. In the illustratedembodiment, the suspension member 70 is a dual elastic support structurethat is used to support the motor unit 10 on the vehicle body 200.

The suspension member 70 is arranged between the motor unit 10 and thevehicle body 200. The suspension member 70 serves as a member, which avehicle suspension (not shown) is mounted. As shown in FIG. 3, thesuspension member 70 is a substantially-square shaped frame made ofmetal having a box-like cross sectional shape. The four corner portionsof the suspension member 70 are elastically supported on a bottomsurface of the vehicle body 200 through insulators 71. Each of theinsulators 71 includes a shaft and an outer cylinder oriented in avertical direction of the vehicle and an elastic material disposedbetween the shaft and the outer cylinder. The suspension member 70 alsofunctions to support a suspension apparatus (not shown). Rubber is usedas the elastic material in this embodiment, but it is also acceptable touse silicon, nylon, or another elastic material.

The motor unit 10 is elastically supported on the suspension member 70in three places through a pair of side mounting members 72 and a rearmounting member 73. The mounting members 72 and 73 are similar to enginemounts in that they prevent vibrations occurring when the motor M isdriven from being transmitted to the vehicle body 200. The mountingmembers 72 and 73 suppress changes to the orientation of the motor unit10 occurring due to input from a road surface and in reaction to torquegenerated by the motor M. The two side mounting members 72 elasticallysupport the motor unit 10 at two positions located on the left and rightsides of the motor unit 10 and comparatively closer to the frontwardside of the motor unit 10. Each of the side mounting members 72 includesa shaft and an outer cylinder oriented in a vertical direction of thevehicle and has the aforementioned elastic material disposed between theshaft and the outer cylinder. The rear mounting member 73 elasticallysupports a rearward end portion of the motor unit 10 at a positionlocated substantially midway across the motor unit 10 in a widthwisedirection of the vehicle. The rear mounting member 73 includes a shaftand an outer cylinder oriented in a horizontal direction of the vehicle.The rear mounting member 73 has its elastic material disposed betweenthe shaft and the outer cylinder.

The motor unit housing 11 is made of aluminum and is electricallygrounded to the vehicle body 200.

The support structure provided by the component mounting frame member240 for supporting the converter 40 and the inverter 50 will now beexplained based on FIGS. 5, 7 and 8. As shown in FIG. 7, the componentmounting frame member 240 includes a front cross frame member 241, arear frame member 242 and a lower cross frame member 243. Each of theframe members 241 to 243 has a substantially U-shaped transverse crosssection. Each of the frame members 241 to 243 is arranged along awidthwise direction of the vehicle in the motor room ER. Fasteningsections 241 a, 241 b, 243 a, and 243 b are provided on widthwise endportions of the front cross frame member 241 and the lower cross framemember 243. Each of the fastening sections 241 a, 241 b, 243 a, and 243b has a weld nut (not shown) configured to be fastened to the sidemember 231 or 232 with a bolt.

The front cross frame member 241 further includes an inverter supportsection 241 c and a curved section 241 d. The inverter support section241 c spans rightward from a middle portion of the front cross framemember 241. The inverter support section 241 c is arranged at such aheight that it supports the inverter 50. The curved section 241 dextends leftward from the inverter support section 241 c. The curvedsection 241 d curves downward toward the fastening section 241 a.

The lower cross frame member 243 has a substantially linear shape. Thelower cross frame member 243 is arranged at substantially the sameheight as the fastening section 241 a of the left-hand end of the frontcross frame member 241. The lower cross frame member 243 is connected tothe curved section 241 d of the front cross frame member 241 by anonboard electronics battery support bracket 244. The onboard electronicsbattery support bracket 244 is configured to support a low-voltagebattery (not shown) serving as a power supply for onboard electronics.

The rear frame member 242 is arranged higher than the lower cross memberand at substantially the same height as the inverter support section 241c. The rear frame member 242 is connected to the lower cross framemember 243 by two leg brackets 245. The two leg brackets 245 arearranged on left and right end portions of the rear frame member 242.The rear frame member 242 is connected to the front cross frame member241 by a connecting bracket 246 that extends in the longitudinaldirection of the vehicle.

The component mounting frame member 240 is fastened to the vehicle body200 at the fastening sections 241 a, 241 b, 243 a, and 243 b. Thefastening sections 243 a and 243 b on the left and right ends of thelower cross frame member 243 and the fastening section 241 a on the leftend of the front cross frame member 241 are arranged at the same heightas the left and right side members 231 and 232. The fastening sections243 a and 243 b of the lower cross frame member 243 and the fasteningsection 241 a of the front cross frame member 241 are fastened to theside members 231 and 232. Meanwhile, the fastening section 241 b on theright end of the front cross frame member 241 is arranged higher thanthe side member 231 in a vertical direction of the vehicle. Thefastening section 241 b of the front cross frame member 241 is fastenedto a support bracket 235 that is welded to the side member 231 and thefender panel 233.

The connecting bracket 246 and the onboard electronics battery supportbracket 244 are configured to have such lengths that a distance from thefront cross frame member 241 to the rear frame member 242 and the lowercross frame member 243 in a longitudinal direction of the vehicle issubstantially the same as a dimension of the inverter 50 oriented in thelongitudinal direction of the vehicle.

As shown in FIG. 3, the inverter 50 has an overall shape of arectangular box. In other words, the inverter 50 is a generallyrectangular box having a dimension W1 in the widthwise direction of thevehicle, a dimension L1 in the longitudinal direction of the vehicle,and a dimension H1 in the vertical direction of the vehicle. In theillustrated embodiment, the relative dimensions of the inverter 50preferably have a dimensional relationship of W1>L1>H1. As shown in FIG.8, the longitudinal dimension L1 is substantially the same as thedistance between the frame members 241 and 242 in the longitudinaldirection of the vehicle. The inverter 50 is fastened with bolts to thefront cross frame member 241 at two locations (left and right) on afrontward side and to the rear frame member 242 at two locations (leftand right) on a rearward side. The inverter 50 is arranged rightward ofcenter in the widthwise direction of the vehicle.

The inverter 50 is supported on the component mounting frame member 240as explained above, and, as shown in FIG. 6. In particular, the inverter50 is arranged such that the space 250 exists directly above the motorunit 10 in the vertical direction, with the space 250 being unobstructedbetween the motor unit 10 and the inverter 50 in the vertical vehicledirection. The inverter 50 is configured and arranged such thatsubstantially no portion thereof protrudes horizontally beyond a regiondirectly above the motor unit 10 in the longitudinal (frontward orrearward) vehicle direction of the vehicle. In particular, a frontwardedge position of the inverter 50 is arranged more rearward than afrontward edge position of the motor unit 10 (see FIG. 13). The inverter50 is also configured and arranged such most of the inverter 50 existswithin a region directly above the motor unit 10 in the vehiclewidthwise direction of the vehicle such that the inverter 50 is in agenerally middle position with respect to the vehicle widthwisedirection of the vehicle. The inverter 50 is horizontally separated fromthe left and right fender panels 233 and 234 (see FIG. 8) in the vehiclewidthwise direction.

As shown in FIG. 6, the converter 40 is arranged between the inverter 50and the dash lower panel 210. The converter 40 is fastened with bolts(not shown) to a pair of converter support brackets 247 (see FIG. 5).Additionally, as shown in FIG. 3, the converter 40 has an overall shapeof a thin rectangular box. In other words, the converter 40 is agenerally rectangular box having a dimension W2 in a widthwise directionof the vehicle, a dimension L2 in a longitudinal direction of thevehicle, and a dimension H2 in a vertical direction of the vehicle. Inthe illustrated embodiment, the relative dimensions of the converter 40preferably have a dimensional relationship of W2>H2>L2. The converter 40is thus arranged in a vertical, widthwise standing orientation. Theconverter 40 is arranged and configured such that a topmost edge of theconverter 40 is slightly lower than a topmost edge of the inverter 50.Also a bottommost edge of the converter 40 is lower than a bottommostedge of the inverter 50 and slightly higher than the motor unit 10. Thebottommost edge of the converter 40 is also arranged to be slightlylower than a bottom edge of the dash lower panel 210. A floor tunnelsection 217 (described later) is formed on the dash lower panel 210 at aposition rearward of the converter 40. A bottommost edge position of thefloor tunnel section 217 is comparatively high. The floor tunnel section217 serves as a passage for exhaust piping in a vehicle having aninternal combustion engine as a power source. The vehicle body 200 ofthe vehicle depicted in the first embodiment is configured such that itcan be used in either an electric vehicle or a vehicle having aninternal combustion engine as a power source.

The converter 40 has a forwardly facing front face 40 f with a portionthat is lower than the rear frame member 242. This portion of the frontface 40 f of the converter 40 faces the space 250. Thus, this portion ofthe front face 40 f of the converter 40 is hereinafter called the “spacefacing portion 40 a.” As shown in FIG. 4, the space facing portion 40 aand the charging ports 60 are positioned with respect to the widthwisedirection of the vehicle such that they overlap (at least partiallyaligned) in the longitudinal direction of the vehicle as viewed fromeither above the vehicle or the front of the vehicle.

As shown in FIG. 8, the converter 40 is arranged in a substantiallymiddle position with respect to the widthwise direction of the vehiclesuch that it overlaps (at least partially aligned) with the floor tunnelsection 217 and the drive power supply battery 20 (see FIG. 2) in alongitudinal direction of the vehicle when viewed from above thevehicle.

A rearward space 260 is provided between the converter 40 and the dashlower panel 210. A planar contact portion 41 is formed in a rearwardface 40 b of the converter 40 such that a surface of the planar contactportion 41 is substantially parallel to the dash lower panel 210. Asshown in FIG. 9, the planar contact portion 41 spans acrossapproximately three-fourths of the total width of the converter 40 inthe widthwise direction of the vehicle.

As shown in FIG. 6, a receiving surface 214 arranged and configured tobe substantially parallel to the planar contact portion 41 is formed onthe dash lower panel 210 in a position facing the planar contact portion41 in a longitudinal direction of the vehicle. A reinforcing member 215is joined to the dash lower panel 210 at a position corresponding to thereceiving surface 214 such that the dash lower panel 210 is reinforcedwith a box-like cross sectional structure.

The converter 40 and the inverter 50 are arranged to be spacedhorizontally from the left and right fender panels 233 and 234 of thevehicle body 200 in the widthwise direction of the vehicle such that asteering column and a brake master cylinder can be installed in a spacebetween the fender panels 233 and 234 regardless of whether the vehicleis designed to have the steering wheel on the right side or the leftside.

The arrangement of other mounted components will now be explained. Asshown in FIG. 1, a radiator 91 and a fan apparatus 92 are provided in afrontward space 270 located in a frontward end portion of the motor roomER so as to be arranged side by side in the longitudinal direction ofthe vehicle. The radiator 91 serves as a condenser for releasing heatfrom a vehicle air conditioning system (not shown) and/or serving as aradiator of a cooling system (not shown) for cooling such heat producingparts as the converter 40 and the inverter 50. The fan apparatus 92blows air across the radiator 91. As shown in FIG. 1, a front bumper 201is arranged in front of the radiator 91.

The wiring connecting the motor unit 10, the drive power supply battery20, the charger 30, the converter 40, the inverter 50 and the chargingport 60 will now be explained. As shown in FIG. 2, the wiring includesan AC charging harness 101, a low-voltage DC charging harness 102, ahigh-voltage DC charging harness 103 and a low-voltage DC electricalharness 104. The AC charging harness 101 serves to connect the householdcharging port 62 to the charger 30. The low-voltage DC charging harness102 serves to connect the charger 30 to the drive power supply battery20. The high-voltage DC charging harness 103 serves to connect thehigh-speed charging port 61 to the converter 40. The low-voltage DCelectrical harness 104 serves to connect the drive power supply battery20 to the converter 40. Additionally, as shown in FIG. 9, the wiringincludes a high-voltage DC electrical harness 105 and a three-phase ACelectrical harness 106. The high-voltage DC electrical harness 105serves to connect the converter 40 to the inverter 50. The three-phaseAC electrical harness 106 serves to connect the inverter 50 to the motorunit 10. The harnesses 101 to 106 are covered with a pliable cover toinsulate them and protect them external damage. In this embodiment, thecover is made of a foamed body containing an insulating substance.

The arrangement and structure of each of the harnesses 101 to 106 willnow be explained. The AC charging harness 101 is connected between thehousehold charging port 62 arranged on a frontward end of the vehicleand the charger 30 arranged in a rearward portion of the vehicle. Asshown in FIG. 1, the AC charging harness 101 spans across the motor roomER in a longitudinal direction of the vehicle, passes through the floortunnel 217 (see FIG. 11), and passes above the drive power supplybattery 20 before reaching the charger 30. As shown in FIG. 11, in thisarrangement, the AC charging harness 101 passes next to (left side of)the space 250 between the motor unit 10 and the inverter 50 in the motorroom ER. The AC charging harness 101 extends in a generally linear formand diagonally downward toward the floor tunnel section 217 that opensat a lower portion of the dash lower panel 210. As shown in FIGS. 2 and4, with respect to the widthwise direction of the vehicle, the ACcharging harness 101 is displaced in a leftward direction of the vehicleso as to pass by a left side of the converter 40 and then passes throughthe floor tunnel 217. Since the household charging port 62 is located ata left edge portion of the space facing portion 40 a as viewed in thelongitudinal vehicle direction, an amount by which the AC chargingharness 101 is displaced in a widthwise direction of the vehicle inorder to go around the converter 40 is held to a minimum.

The high voltage DC charging harness 103 spans across the space 250 inthe longitudinal direction of the vehicle as the high voltage DCcharging harness 103 extends from the high-speed charging port 61 towarda charging connector 40 c provided on the space facing portion 40 a ofthe converter 40.

As shown in FIG. 11, the charging connector 40 c is arranged at the sameheight as the charging port 60. As shown in FIG. 4, the chargingconnector 40 c is positioned in a widthwise direction of the vehiclesuch that the charging connector 40 c partially overlaps with thecharging port 60 as viewed in the longitudinal direction of the vehicle.Thus, the high-voltage DC current charging harness 103 undergoes littlevertical displacement in the vertical direction of the vehicle. Also asshown in FIG. 4, the high-voltage DC current charging harness 103 isgenerally linear with little lateral displacement in a widthwisedirection of the vehicle.

As shown in FIG. 6, the low-voltage DC electrical harness 104 isconnected to a first converter connector 42 provided on a bottom side ofthe converter 40. As shown in FIG. 9, the low-voltage DC electricalharness 104 extends diagonally downward from the position where thelow-voltage DC electrical harness 104 connects to the converter 40. Formthe converter 40, the low-voltage DC electrical harness 104 passesrearward through the floor tunnel 217. The first converter connector 42of the converter 40 is arranged lower than a bottommost edge of the dashlower panel 210 where the floor tunnel section 217 is formed. The firstconverter connector 42 and the low-voltage DC electrical harness 104 arearranged lower than the dash lower panel 210 in the vertical directionof the vehicle.

As shown in FIG. 9, one end of the high-voltage DC electrical harness105 is connected to a second converter connector 43 provided on a rightside portion of the converter 40. From the second converter connector43, the high-voltage DC electrical harness 105 extends diagonally upwardand frontward over a right-hand end of the rear frame member 242. Theother end of the high-voltage DC electrical harness 105 connects to afirst inverter connector 53 provided on a right side portion of theinverter 50 (see FIG. 8).

As shown in FIG. 13, the three-phase AC electrical harness 106 isconnected between a second inverter connector 54 and a motor unitconnector 14. The second inverter connector 54 is provided on a bottomportion of a left-hand end of the inverter 50. The motor unit connector14 is provided in a rightward and rearward position on an upper portionof the motor unit housing 11. Thus, the second inverter connector 54 isarranged rearward of the front cross frame member 241. The motor unitconnector 14 is arranged rearward of an air conditioning compressor 80that is fixed to the motor unit housing 11 (described later). Thethree-phase AC electrical harness 106 is connected to both of theconnectors 54 and 14, and passes diagonally through the space 250between the motor unit 10 and the inverter 50 in such a fashion as toextend from an upper, rightward, frontward portion of the space 250 to alower, leftward, rearward portion of the space 250. Thus, the phase ACelectrical harness 106 has vertical, transverse, and longitudinaldirectional components with respect to the space 250.

The compressor 80 is mounted inside the space 250 in a positionfrontward of the motor unit connector 14 of the motor unit housing 11.The compressor 80 is used to compress a refrigerant of an airconditioning system (not shown in the figures). As shown in FIG. 14, thecompressor 80 is attached to the motor unit housing 11 by being fastenedto a support bracket 81. The support bracket 81 is fastened to an upper,frontward, leftward portion of the motor unit housing 11. The housing ofthe compressor 80 and the support bracket 81 are made of aluminum. Thesupport bracket 81 is fastened to the motor unit housing 11 with metalfasteners such that they are grounded to the vehicle body 200 throughthe motor unit housing 11.

Additionally, a compressor harness 107 electrically connects theconverter 40 to the compressor 80. The compressor harness 107 extendsfrom the converter 40 to the compressor 80 as shown in FIGS. 4 and 15.The compressor harness 107 serves to supply electric current to thecompressor 80. The compressor harness 107 is partially covered by aprotector 82 having a generally L-shaped cross sectional shape. Theprotector 82 is arranged and configured to cover a portion of thecompressor harness 107. A first portion of the protector 82 is arrangedacross at least part of a front side of the compressor 80. A secondportion of the protector 82 bends around a side of the compressor 80facing toward a central portion of the vehicle. Thus, the protector 82covers at least part of a widthwise end of the air conditioningcompressor and at least part of the front side of the air conditioningcompressor

As shown in FIG. 11, the compressor 80 is attached to the motor unit 10such that a frontward end portion of the compressor 80 is arrangedfarther rearward than a frontward end portion of the motor unit 10. Asshown in FIG. 10, a rightward end portion of the compressor 80 isarranged farther inward (rightward) than a rightward end portion of themotor unit 10. In the first embodiment, the entire cast housing of thecompressor 80 is arranged farther inward than the rightward end portionof the motor unit 10. The portion of the compressor 80 that protrudesbeyond the rightward end portion of the motor unit 10 is a resin coverin which electrical circuitry is housed.

Operational effects of the first embodiment will now be explained.During diving, the motor unit 10 is supported on the vehicle body 200through the suspension member 70 with a dual elastic support structureat least partially formed by the mounting members 72 and 73 and theinsulators 71. Thus, vibrations generated by the operation of thecompressor 80 are doubly prevented from being transmitted to the vehiclebody 200 by the dual elastic support structure.

During a front collision, when a front side of the vehicle body 200undergoes rearward deformation, the radiator 91 and the fan apparatus 92move rearward. As the vehicle body 200 deforms farther rearward, themotor unit 10, the inverter 50 and the component mounting frame member240 supporting the motor unit 10 and the inverter 50 also move rearward.When this occurs, the converter 40 also moves rearward along with thecomponent mounting frame member 240. Since a front end portion of thecompressor 80 is arranged in substantially the same position as a frontend portion of the motor unit 10, the motor unit 10 and the compressor80 receive an imparted load caused by the rearward deformation of thevehicle body 20 at substantially the same time. Consequently, moredeformation of the vehicle body 200 is allowed than with a componentmounting structure in which the compressor 80 protrudes beyond the motorunit 10 in a frontward direction and more of the imparted load resultingfrom the deformation can be absorbed.

Since the load is imparted to the compressor 80 and the motor unit 10 atsubstantially the same time, it is less likely that the compressor 80will become detached from the motor unit 10. In other words, thecompressor 80 and motor unit 10 can move as an integral unit during afront collision. As a result, the three-phase AC electrical harness 106is protected by the compressor 80 from contact with portions of thevehicle frame 200 and mounted component parts located frontward of thecompressor 80. In this way, the three-phase AC electrical harness 106 isprotected from damage.

Additionally, the high-voltage DC electrical harness 105 is arranged ona side portion of the inverter 50 in a position farther rearward than afrontward end portion of the inverter 50 and rearward of the front crossframe member 241. Consequently, the high-voltage DC electrical harness105 is protected against damage because rearward movement of portions ofthe vehicle frame 200 and mounted component parts located frontward ofthe high-voltage DC electrical harness 105 is inhibited by the frontcross frame member 241 and the inverter 50.

Since the high-voltage DC electrical harness 105 is arranged farthertoward a middle portion of the vehicle than the inverter 50 and arightward end portion of the support frame, deformation of the vehiclebody 200 caused by a load imparted from a right side of the vehicle isborn by the inverter 50 and the component mounting frame member 240. Asa result, the high-voltage DC electrical harness 105 is protectedagainst damage in the case of a collision occurring on the right side ofthe vehicle.

The behavior of the converter 40 during a frontal collision of thevehicle will now be explained. When the converter 40 collides againstthe dash lower panel 210 due to a frontal collision of the vehicle, theplanar contact portion 41 of the converter 40 hits against the receivingsurface 214 of the dash lower panel 210 in a planar fashion. As aresult, the load is more dispersed and the housing of the converter 40can be better protected against damage than if the converter 40contacted the dash lower panel 210 at a single point, along a line, orin another localized fashion.

None of the connectors 14, 42, 43, 53, and 54 or the harnesses 101 to107 is arranged in the rearward space 260 existing between the rearwardface 40 b of the converter 40 and the dash lower panel 210. As a result,the connectors 14, 42, 43, 53, and 54 and the harnesses 101 to 107 canbe protected from damage when the rearward face 40 b of the converter 40contacts the dash lower panel 210.

Effects exhibited by an electric vehicle component mounting structureaccording to the first embodiment will now be presented in list form.

(a) The converter 40 is arranged between the inverter 50 and the dashlower panel 210 and close to the drive power supply battery 20. Thus,compared to a structure in which the converter 40 and the inverter 50are stacked in a vertical direction of the vehicle, the drive powersupply battery 20 and the converter 40 can be arranged closer togetheralong a longitudinal direction of the vehicle and the length of thelow-voltage DC electrical harness 104 connecting the battery 20 and theconverter 40 can be shortened. By shortening the low-voltage DCelectrical harness 104, the manufacturing cost and weight thereof can bereduced and the electrical resistance value of the low-voltage DCelectrical harness 104 can be suppressed such that an energy lossincurred when electric power is transferred through the low-voltage DCelectrical harness 104 can be suppressed. Additionally, the task ofarranging the low-voltage DC harness is simplified. Furthermore,compared to a structure in which the converter 40 and the inverter 50are stacked in a vertical direction of the vehicle, a vertical dimensionof the structure can be suppressed and restrictions on the height of thehood panel 220 can be reduced, thereby increasing the degree of designfreedom.

The converter 40 is also positioned in a widthwise direction of thevehicle that it overlaps with the drive power supply battery 20 in alongitudinal direction when viewed from above the vehicle, and thelow-voltage DC electrical harness 104 connects at a position where theconverter 40 and the battery 20 longitudinally overlap each other.Consequently, the low-voltage DC electrical harness 104 can be arrangedin a substantially linear form with less displacement in a widthwisedirection of the vehicle. For this reason, too, the length of thelow-voltage DC electrical harness 104 can be shortened, themanufacturing cost and weight of the low-voltage DC electrical harness104 can be reduced, an energy loss incurred when electric power istransferred through the low-voltage DC electrical harness 104 can bereduced, and the task of arranging the low-voltage DC electrical harness104 can be simplified.

(b) The drive power supply battery 20 is arranged below a floor of thecabin RM and the low-voltage DC electrical harness 104 is connected to afirst converter connector 42 provided on a bottom side of the converter40. Thus, the vertical distance spanned by the low-voltage DC electricalharness 104 can be decreased in comparison with a structure in which thefirst converter connector 42 is provided on a vertically intermediateportion of a top portion of the converter 40. As a result, the length ofthe low-voltage DC electrical harness 104 can be shortened even further,the manufacturing cost and weight of the low-voltage DC electricalharness 104 can be reduced, and the task of routing and arranging thelow-voltage DC electrical harness 104 can be simplified.

(c) The converter 40 is generally shaped like a rectangular box and isarranged in a standing fashion such that a bottom end portion thereof ispositioned lower than the inverter 50. Consequently, the first converterconnector 42 provided on a bottom portion of the converter 40 can bepositioned even lower and a high difference between with respect to thedrive power supply battery 20 can be reduced. As a result, the length ofthe low-voltage DC electrical harness 104 can be shortened, themanufacturing cost, weight, and energy loss of the low-voltage DCelectrical harness 104 can be reduced, and the task of arranging thelow-voltage DC electrical harness 104 can be simplified. Also, byarranging the converter 40 in a standing orientation, the center ofgravity of the converter 40 can be lowered and the weight distributionof the vehicle can be improved. Moreover, the longitudinal dimension ofthe vehicle can be suppressed and a more compact component arrangementcan be achieved.

(d) The converter 40 is arranged in a standing orientation as explainedin c) above, and the converter 40 and the inverter 50 are arrangedlongitudinally such that they overlap vertically with the motor unit 10in a side view. Thus, even though the converter 40 is arranged rearwardof the inverter 50 as explained in a) above, the motor unit 10, theconverter 40, and the inverter 50 can be mounted in a compact fashion.Additionally, during a front collision of the vehicle, the converter 40and the inverter 50 do not bear a collision load before the motor unit10 and space can be secured for the vehicle body to deform. Similarly,no portion of the converter 40 and no portion of the inverter 50protrudes beyond the motor unit 10 in a widthwise direction of thevehicle when viewed from above the vehicle. As a result, space can besecured for the vehicle body to deform during a side collision of thevehicle.

(e) The converter 40 and the first converter connector 42 are arrangedin the vertical and widthwise directions of the vehicle such that theyoverlap with a longitudinally forward projection of the floor tunnelsection 217. Consequently, the low-voltage DC electrical harness 104 canbe arranged to pass through the floor tunnel section 217 in asubstantially linear form with little displacement in the vertical andwidthwise directions of the vehicle. As a result, the cost of, theweight of, and the energy loss incurred by the low-voltage DC electricalharness 104 can be reduced and the task of arranging the low-voltage DCelectrical harness 104 can be simplified.

f) Since the converter 40 is arranged behind the inverter 50 asexplained in a) above, both the converter 40 and the inverter 50 can bearranged to be exposed at an upper portion of the motor room ER. As aresult, both the converter 40 and the inverter 50 can be worked on fromabove and maintenance of the same can be accomplished much more easilythan with a component mounting structure in which the converter 40 andthe inverter 50 are stacked vertically.

(g) The converter 40 is arranged longitudinally between the inverter 50and the dash lower panel 210, and the low-voltage DC electrical harness104 connecting the converter 40 to the drive power supply battery 20 isarranged not to pass between the converter 40 and the dash lower panel210. Thus, the low-voltage DC electrical harness 104 is not likely to bepinched between the converter 40 and the dash lower panel 210 when thevehicle undergoes a front collision and the vehicle body 200 deformssuch that the converter 40 moves rearward. As a result, the low-voltageDC electrical harness 104 can be protected against damage during afrontal collision.

In the first embodiment, the position where the low-voltage DCelectrical harness 104 connects to the converter 40 is close to thedrive power supply battery 20 and on a bottom side of the converter 40.Thus, the low-voltage DC electrical harness 104 is less likely to bepinched between the converter 40 and other parts than it would be if itwere connected to a front surface or a left or right lateral surface ofthe converter 40. As a result, the low-voltage DC electrical harness 104can be protected against damage.

(h) Since the converter 40 is provided with a planar contact portion 41arranged to face toward and be substantially parallel to the dash lowerpanel 210, the converter 40 and the dash lower panel 210 contact in aplanar fashion when they contact each other due to, for example, acollision. As a result, the contact load is more dispersed and thehousing of the converter 40 can be better protected against damage thanif the converter 40 contacted the dash lower panel 210 at a singlepoint, along a line, or in another localized fashion.

Additionally, since a receiving surface 214 is formed on the dash lowerpanel 210, the converter 40 and the dash lower panel 210 contact eachother in a planar fashion more readily and the effectiveness with whichthe contact load is dispersed and the converter 40 is protected fromdamage can be improved.

Since the converter 40 is arranged in a standing orientation and thefirst converter connector 42 is positioned lower than the inverter 50,the degree to which (amount by which) the first converter connector 42and the low-voltage DC electrical harness 104 overlap with the dashlower panel 210 in a longitudinal direction of the vehicle can besuppressed in comparison with a structure in which the converter 40 andthe inverter 50 are arranged at the same height. As a result, when theconverter 40 and the dash lower panel 210 contact each other due to afrontal collision of the vehicle, the first converter connector 42 andthe low-voltage DC electrical harness 104 are less likely to be pinchedbetween the dash lower panel 210 and other mounted components and thelow-voltage DC electrical harness 104 can be even better protectedagainst damage.

Additionally, in the first embodiment, the first converter connector 42and the low-voltage DC electrical harness 104 are arranged lower than atop edge of the floor tunnel section 217 such that they do not overlapwith the dash lower panel 210 at all in a longitudinal direction of thevehicle when viewed from a side of the vehicle. As a result, the firstconverter connector 42 and the low-voltage DC electrical harness 104 donot get pinched between the converter 40 and the dash lower panel 210and the low-voltage DC electrical harness 104 can be protected even morereliably against damage.

(i) The three-phase AC electrical harness 106 connected between themotor unit 10 and the inverter 50 is arranged in the space 250 locatedfrontward of the converter 40 and does not pass between the converter 40and the dash lower panel 210. Consequently, the three-phase ACelectrical harness 106 can be prevented from being damaged due to beingpinched between the converter 40 and the dash lower panel 210 during afrontal collision of the vehicle.

Similarly, in the first embodiment, the high-voltage DC electricalharness 105 connected between the converter 40 and the inverter 50 isconnected to a second converter connector 43 provided on a side face ofthe converter 40 and first inverter connector 53 provided on a side faceof the inverter 50 such that it does not pass between the converter 40and the dash lower panel 210. As a result, the high-voltage DCelectrical harness 105 can be prevented from being damaged due to beingpinched between the converter 40 and the dash lower panel 210 during afrontal collision of the vehicle.

(j) The motor unit 10 is supported on the vehicle body 200 through thesuspension member 70 with a dual elastic support structure and thecompressor 80 is mounted to the motor unit 10. Thus, an anti-vibrationstructure for the motor unit 10 and the suspension apparatus also servesas an anti-vibration structure for the compressor 80. As a result, it isnot necessary to provide a dedicated anti-vibration structure for thecompressor 80 and the component mounting structure as a whole can bemade simpler, less expensive, lighter in weight, and more compact than astructure that uses a dedicated anti-vibration structure for thecompressor 80. Moreover, since an anti-vibration structure for the motorunit 10 and an anti-vibration structure for the suspension apparatus areused together in series as a dual anti-vibration structure, thevibration prevention performance is improved in comparison to a singleanti-vibration structure.

Additionally, the compressor 80 is fastened to the motor unit 10, whichis electrically grounded to the vehicle body 200. As a result, thecompressor 80 is grounded to the vehicle body 200 through the motor unit10 and it is not necessary to perform work specifically for groundingthe compressor 80. Thus, the overall structure and the assembly work canbe simplified.

(k) The main parts of the compressor 80 are arranged rearward of a frontend of the motor unit 10 and transversely inward of a rightward end ofthe motor unit 10. As a result, an amount by which the compressor 80contacts the vehicle body 200 before the motor unit 10 does during afrontal collision of a side collision of the vehicle can be held to asmall amount and the vehicle body 200 can be ensured to deform to alarger degree during a collision (i.e., the vehicle body 200 can beprovided with sufficient space to deform and absorb the impact of acollision).

In the first embodiment, the entire cast housing of the compressor 80 isconfigured and arranged such that it does not protrude beyond the motorunit 10 in a longitudinal direction or a widthwise direction, therebyenabling the aforementioned deformation space for the vehicle body 200to be maximized. Furthermore, by arranging the compressor 80 in thespace 250, the compressor 80 can be arranged in a more compact fashionthan if it were arranged outside the space 250.

(l) The motor unit connector 14 for connecting the three-phase ACelectrical harness 106 is arranged rearward of the compressor 80 (whichis fixed to the motor unit 10) in the space 250 and the three-phase ACelectrical harness 106 is arranged inside the space 250. As a result,during a frontal collision of the vehicle, the motor unit housing 11 andthe compressor 80 inhibit the vehicle body 200 and mounted componentsfrom contacting the motor unit connector 14 and the three-phaseelectrical harness 106 and the three-phase AC electrical harness 106 canbe protected from damage. The second inverter connector 54 where theother end of the three-phase electrical harness 106 is connected is alsoprotected by the front cross member 241. Thus, the compressor 80 and thefront cross member 241 can be used to protect the motor unit connector14, the second inverter connector 54, and the three-phase AC electricalharness 106 and it is not necessary to provide a separate protector forthese parts. As a result, the overall structure can be simplified andthe cost, weight, and amount of assembly work required can be reduced.

(m) Although the compressor harness 107 connected between the compressor80 and the converter 40 is arranged to pass in front of the compressor80, the frontward side of the compressor harness 107 is covered with aprotector 82 such that the compressor harness 107 can be protectedagainst damage during a frontal collision of the vehicle. It is alsopossible to arrange the compressor harness 107 in rear of the compressor80 such that the compressor harness 107 is protected by the compressor80 itself and the protector 82 can be eliminated.

(n) The motor unit 10 is elastically supported on the vehicle body 200,the inverter 50 is fixed to the vehicle body 200, and the motor unit 10and the inverter 50 are vertically separated by a space 250. Thus, thethree-phase AC electrical harness 106 connecting the motor unit 10 tothe inverter 50 can be made comparatively long and an amount by whichthe three-phase AC electrical harness 106 is displaced per unit lengthwhen the motor unit 10 is displaced with respect to the vehicle body 200can be held to a small amount. As a result, the three-phase ACelectrical harness 106 can be protected against damage resulting fromgradual degradation over time caused by displacement of the motor unit10.

(o) The three-phase electrical harness 106 is connected to a secondinverter connector 54 provided on a bottom portion of a left side of theinverter 50 and a motor unit connector 14 provided on a upper rightwardportion of the motor unit 10, and the three-phase electrical harness 106is arranged to span diagonally in a widthwise direction and a verticaldirection of the vehicle. Consequently, the total length of thethree-phase AC electrical harness 106 can be made longer than if thethree-phase AC electrical harness 106 were arranged to span solely in avertical direction with in a space 250 having the same verticaldimension. As a result, when the motor unit 10 is displaced with respectthe vehicle body 200, an amount by which the three-phase AC electricalharness 106 is displaced per unit length in a shear direction can beheld to a small amount and the three-phase AC electrical harness 106 canbe protected against damage resulting from gradual degradation overtime.

(p) The inverter 50 is arranged vertically above the motor unit 10 withthe space 250 in-between and in front of the converter 40. The converter40 is positioned in a vertical direction of the vehicle such that aportion thereof (the space facing portion 40 a) overlaps with the space250 in a longitudinal direction of the vehicle. The charging ports 60connected to the converter 40 by the high-voltage DC charging harness103 are arranged toward the front of the vehicle with respect to theinverter 50. Thus, the high-voltage DC charging harness 103 can bearranged in a generally linear form. By arranging the high-voltage DCcharging harness 103 in a generally linear form, the task of arrangingthe high-voltage DC charging harness 103 is simpler than if thehigh-voltage DC charging harness 103 were to be arranged in a curvedform. Moreover, since the total length of a linear form is shorter, themanufacturing cost of, the weight of, and the energy loss incurred bythe high-voltage charging harness 103 can be reduced.

The charging ports 60 are arranged frontward of the inverter 50 andrearward of and higher than the front bumper 201. As a result, the workof connecting and disconnecting an external power source to and from thecharging ports 60 is easier than if the charging ports 60 were arrangedabove the converter 40. Moreover, such an unfortunate situation asmoving the vehicle while the external power source is still connectedcan be avoided because the connected state between the external powersource and the charging port 60 can be seen from the driver's seat.Moreover, damage to the charging ports 60 can be avoided when thevehicle undergoes a light frontal collision in which the impact can beabsorbed by deformation of the front bumper 201 alone.

(q) Since the charging ports 60 and the space facing portion 40 a arearranged at similar heights in a vertical direction of the vehicle, thehigh-voltage DC charging harness 103 can be arranged in a generallylinear form with little displacement in a vertical direction of thevehicle. In particular, in the first embodiment, the high-speed chargingport 61 and the charging connector 40 c provided on the space facingportion 40 a of the converter 40 are arranged at the same height and incorresponding positions in a widthwise direction of the vehicle suchthat they overlap in a longitudinal direction of the vehicle. Thus, thehigh-voltage DC charging harness 103 connected between the high-speedcharging port 61 and the charging connector 40 c can be arranged in alinear form with little displacement in a vertical direction and littledisplacement in a widthwise direction of the vehicle. As a result, thehigh-voltage DC charging harness 103 can be arranged in an even morelinear form, the work of arranging it can be accomplished more easily,and the cost, weight, and energy loss of the high-voltage DC chargingharness 103 can be reduced.

In the first embodiment, the converter 40 is arranged in a standingorientation and the vertical and widthwise dimensions of the spacefacing portion 40 a can be made large. As a result, there is a higherdegree of freedom with respect to aligning the space facing portion 40 aand the charging ports 60 in the vertical and widthwise directions ofthe vehicle such that they overlap each other in a longitudinaldirection of the vehicle as previously mentioned.

The space 250 is used to ensure that the three-phase AC electricalharness 106 has a sufficient length to allow displacement as explainedin p) above, to ensure that there is sufficient space to mount thecompressor 80 as explained in m) above, and the facilitate the work ofarranging the charging harnesses 101 and 103. In this way, the spaceinside the motor room ER can be used more effectively. Additionally,since the inverter 50 and the motor unit 10 are arranged in the space250, it is more difficult for deformation of the vehicle body 200 topropagate into the space 250 during a vehicle collision. As a result,the harnesses 101, 103, 106, and 107 arranged to pass through the space250 are better protected against damage than if they were arrangedoutside the space 250.

Since the converter 40 and the inverter 50 are not stacked vertically,the space 250 can be provided with a comparatively large verticaldimension between the inverter 50 and the motor unit 10 whilesuppressing the height of the motor room ER. As a result, the space 250can be made to have a sufficiently large vertical dimension to utilizethe space of the motor room ER effectively as explained above while alsosuppressing the height of the hood panel 220.

(r) The AC charging harness 101 connected between the household chargingport 62 and the charger 30 is arranged to undergo a verticaldisplacement as it passes through the space 250 and to extend in agenerally linear fashion with respect to the widthwise direction of thevehicle between the household charging port 62 and the floor tunnelsection 217 (which is aligned with the household charging port 62 in awidthwise direction of the vehicle) except for a portion where the ACcharging harness 101 curves around a side edge portion of the converter40. Thus, the displacements of the AC charging harness 101 in thevertical and widthwise directions of the vehicle are suppressed and theharness 101 is arranged in a generally linear form. As a result, thelength of the AC charging harness 101 can be shortened, the cost,weight, and energy loss of the same can be reduced, and the work ofarranging the harness 101 can be accomplished more easily. Additionally,since the household charging port 62 is arranged facing a left-hand edgeportion of the converter 40, the widthwise displacement of the ACcharging harness 101 at the portion where it curves around the converter40 can be kept comparatively small.

While only selected embodiments have been chosen to illustrate thepresent invention, it will be apparent to those skilled in the art fromthis disclosure that various changes and modifications can be madeherein without departing from the scope of the invention as defined inthe appended claims. For example, although in the first embodiment astorage battery is used as the drive power supply battery, it is alsopossible to use a capacitor or other device capable of storingelectricity.

Although in the first embodiment the motor room ER is arranged in frontof the cabin RM, it is also acceptable to arrange it rearward of thecabin RM. In such a case, it is acceptable to provide a motor in boththe front and rear of the vehicle instead of only the front or the rear.

Thus, the foregoing descriptions of the embodiments in accordance withthe present invention are provided for illustration only, and not forthe purpose of limiting the invention as defined by the appended claimsand their equivalents.

What is claimed is:
 1. A vehicle component mounting arrangementcomprising: a vehicle body member; a motor serving as a drive sourcewith the motor having a motor housing that is elastically supported withrespect to the vehicle body member inside a motor room; an inverterelectrically connected to the motor to supply a drive current to themotor with the inverter being vertically arranged above the motor insidethe motor room such that a vertical space exists directly between theinverter and the motor in a vertical direction of the vehicle; anelectrical harness electrically connecting the motor to the inverterwith the electrical harness having a motor connector connecting one endof the electrical harness to the motor, the electrical harness beingarranged inside the vertical space between the inverter and the motor inlongitudinal and widthwise directions of the vehicle; and an airconditioning compressor serving to compress a refrigerant with the airconditioning compressor being attached to the motor housing and arrangedinside the vertical space between the inverter and the motor in thelongitudinal and widthwise directions of the vehicle, the airconditioning compressor is arranged such that the air conditioningcompressor overlaps with a portion of the electrical harness as viewedfrom the widthwise direction of the vehicle, with a majority of the airconditioning compressor being located longitudinal outbound of the motorconnector.
 2. The vehicle component mounting arrangement as recited inclaim 1, wherein the air conditioning compressor is arranged with amajority of the air conditioning compressor being located inward of alongitudinal outbound end of the motor housing.
 3. The vehicle componentmounting arrangement as recited in claim 1, wherein the air conditioningcompressor is arranged with a majority of the air conditioningcompressor being located inward of a widthwise outbound end of the motorhousing.
 4. The vehicle component mounting arrangement as recited inclaim 1, wherein the air conditioning compressor is arranged in afrontward portion of the motor room with respect to the inverter.
 5. Thevehicle component mounting arrangement as recited in claim 1, whereinthe air conditioning compressor is provided with a protector having anL-shaped cross section that covers at least part of a widthwise end ofthe air conditioning compressor and at least part of a front side of theair conditioning compressor.
 6. The vehicle component mountingarrangement as recited in claim 2, wherein the air conditioningcompressor is arranged with a majority of the air conditioningcompressor being located inward of a widthwise outbound end of the motorhousing.
 7. The vehicle component mounting arrangement as recited inclaim 2, wherein the air conditioning compressor is arranged in afrontward portion of the motor room with respect to the inverter.
 8. Thevehicle component mounting arrangement as recited in claim 2, whereinthe air conditioning compressor is provided with a protector having anL-shaped cross section that covers at least part of a widthwise end ofthe air conditioning compressor and at least part of a front side of theair conditioning compressor.
 9. The vehicle component mountingarrangement as recited in claim 3, wherein the air conditioningcompressor is arranged in a frontward portion of the motor room withrespect to the inverter.
 10. The vehicle component mounting arrangementas recited in claim 3, wherein the air conditioning compressor isprovided with a protector having an L-shaped cross section that coversat least part of a widthwise end of the air conditioning compressor andat least part of a front side of the air conditioning compressor. 11.The vehicle component mounting arrangement as recited in claim 4,wherein the air conditioning compressor is provided with a protectorhaving an L-shaped cross section that covers at least part of awidthwise end of the air conditioning compressor and at least part of afront side of the air conditioning compressor.
 12. The vehicle componentmounting arrangement as recited in claim 6, wherein the air conditioningcompressor is arranged in a frontward portion of the motor room withrespect to the inverter.
 13. The vehicle component mounting arrangementas recited in claim 12, wherein the air conditioning compressor isprovided with a protector having an L-shaped cross section that coversat least part of a widthwise end of the air conditioning compressor andat least part of a front side of the air conditioning compressor.